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Traffic Signals Safety and Efficiency Project

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Traffic Signals Safety and Efficiency Project Project: Traffic Signals Safety and Reference: 232984 Efficiency Project Prepared for: RAC WA Revision: 2 Transport Analysis Report 9 October 2013 Contents 1. Introduction 5 1.1 Project purpose 5 1.2 Approach 5 2. Perth Context 6 2.1 Governance 6 2.2 Traffic signals system 6 3. Methodology 7 3.1 Stage One – Initial investigations 7 3.2 Stage Two – SCATS options testing 8 4. Site Overviews 9 4.1 Tonkin Highway/ Kelvin Road 9 4.2 Orrong Road 12 5. Model Build and Calibration: Existing Situation 20 5.1 Overview 20 5.2 Data sources 22 5.3 Assumptions 22 5.4 Model calibration and validation 23 6. Option Testing: Tonkin Highway/ Kelvin Road 27 6.1 Option plan 27 6.2 Option testing results 27 6.3 Summary results 29 7. Option Testing: Orrong Road 30 7.1 Option plan 30 7.2 Option testing results 30 7.3 Summary results 34 8. Key Findings and Conclusions 35 9. Recommendations 40 Appendices Appendix A Further Crash Data Project 232984 9 October 2013 Revision 2 Page 1 Appendix B Calibration Details Appendix C Modelling Delay Outputs Appendix D SCATS Counts Comparison Index of Figures Figure 4-1: Tonkin Highway/ Kelvin Road site location map 9 Figure 4-2: Tonkin Highway/ Kelvin Road site location map 9 Figure 4-3: Tonkin Highway/ Kelvin Road intersection layout 10 Figure 4-4: Orrong Road looking northwest to Oats Street 13 Figure 4-5: Orrong Road site location map 13 Figure 4-6: Orrong Road/ Francisco Street intersection layout 14 Figure 4-7: Orrong Road/ Archer Street intersection layout 14 Figure 4-8: Orrong Road/ Wright Street intersection layout 15 Figure 4-9: Orrong Road/ Oats Street intersection layout 15 Figure 4-10: Orrong Road corridor (Francisco Street to Oats Street) 17 Figure 5-1: Model area for Tonkin Highway/Kelvin Road 20 Figure 5-2: Model area for the Orrong Road corridor 21 Figure 7-1: Eastbound Journey Times for the Orrong Road corridor in the AM peak hour period 32 Figure 7-2: Westbound Journey Times for the Orrong Road corridor in the AM peak hour period 32 Figure 7-3: Eastbound Journey Times for the Orrong Road corridor in the PM peak hour period 33 Figure 7-4: Westbound Journey Times for the Orrong Road corridor in the PM peak hour period 33 Figure 8-1: Main Roads WA signal adjustment process 36 Figure 8-2: Signal adjustment process used for this study 37 Index of Tables Table 4-1: Total number of crashes 2008-2012 11 Table 4-2: Crash locations at signalised intersections 17 Table 4-3: Total number of crashes from 2008-2012 18 Table 4-4: Crash ranking comparison for Orrong Road corridor 18 Table 5-1: NSW RMS Criteria for Turn Counts at Tonkin Highway/ Kelvin Road 24 Table 5-2: NZTA EEM Criteria at Tonkin Highway/ Kelvin Road 24 Table 5-3: NSW RMS Criteria for Turn Counts for the Orrong Road Corridor 25 Table 5-4: NZTA EEM Criteria for the Orrong Road Corridor 25 Table 5-5: Westbound Journey time comparison for the Orrong Road corridor 26 Table 5-6: Eastbound Journey time comparison for the Orrong Road corridor 26 Table 6-1: Tonkin Highway/ Kelvin Road total vehicle delay (hours) 28 Table 6-2: Tonkin Highway/ Kelvin Road total vehicle delay (percentage change from base) 28 Table 6-3: Tonkin Highway/Kelvin Road average speed (km/h) 28 Table 6-4: Tonkin Highway/Kelvin Road carbon emissions (grams) 29 Project 232984 9 October 2013 Revision 2 Page 2 Table 7-1: Option test plan 30 Table 7-2: Orrong Road Corridor total vehicle delay (hours) 30 Table 7-3: Orrong Road Corridor total vehicle delay (percentage change from base) 31 Table 7-4: Orrong Road average speeds (km/h) 31 Table 7-5: Orrong Road Corridor carbon emissions (grams) 31 Glossary Call back - When a phase is run twice within a single cycle. Cycle - One complete sequence of the signal phases Double Diamond Overlap - A traffic signal phasing arrangement for a cross-roads intersection consisting of two right turn phases controlling the right turn movements off all approaches. Each right turn phase consists of both opposing right turn movements proceeding at the same time but also includes an overlap option. The overlap option occurs when one of the right turn movements has no more right turning traffic remaining. This right turn terminates through a yellow and red arrow display after which the opposing through movement is given a green. While this is occurring, the other right turn movement can continue to turn right. This right turn phase operation is repeated on the other two opposing approaches, hence the “Double”. Exclusive Pedestrian Phase - When all vehicle lanterns are red and all pedestrian lanterns are green. Flexilink - The local traffic signal controller uses predefined plans and time of day schedules for cycle time, phase splits, and offset from the fixed point. Each signal controller uses a software clock synchronised with the other intersections it coordinates with. GEH - A formula derived by Geoffrey E Havers that is used to compare two independent sets of data while considering the size of values. The lower the GEH value, the closer the fit. Incremental Split Selection - A routine used by SCATS to enable phase splits for up to four phases to be incrementally adjusted between +4% and -4% each cycle based on the degree of saturation of chosen stopline detectors. The alternative is that SCATS can only choose from predefined phase split plans. Isolated - The local traffic signal controller operates in vehicle actuated mode with no coordination between sites. There is no defined cycle time. Each phase has a minimum and maximum green time. After the minimum green time has occurred, the controller will stay in the current phase until either the maximum green time is reached or the detector loops record no more vehicles using the phase green time. The phase then “gaps out” and the controller moves to the next demanded phase in a predefined phase sequence. Master-isolated - Similar to Masterlink in that the cycle time and all phase lengths are calculated by the SCATS software. The only difference between Masterlink and Master-isolated is that there is no defined coordination point to be maintained for coordination purposes. This means that all phases can “gap” out. Masterlink - The local traffic signal controller receives instructions from the SCATS regional computer. Cycle time, phase splits, and coordination are determined by the SCATS software. A requirement for Masterlink operation is that one of the operating phases must be permanently demanded never be Project 232984 9 October 2013 Revision 2 Page 3 allowed to terminate early and it must use up any time within the cycle not used by the other phases. This requirement ensures that coordination is maintained. Phase - A group of movements that are setup with SCATS to run in conjunction with each other. SCATS - Sydney Coordinated Adaptive Traffic System, the signal control system used in WA. It monitors traffic signals and reacts to vehicles detections by changing the signal cycle time, phase durations, and coordination between signals. Single diamond overlap - A signal phase setup for a four leg intersection where the opposing right turn movements on the primary road run in conjunction with each other, followed then by the primary road through movements. The option exists to run only one right turn with the adjacent through movement if there are no right turn vehicles on one of the approaches. Split Approach - When one approach runs its own phase, once finished the opposing approach runs its phase. Project 232984 9 October 2013 Revision 2 Page 4 1. Introduction 1.1 Project purpose Of all traffic management measures, the operation of traffic signals is often considered to have the most influence on the performance of metropolitan road networks. A well set up and maintained traffic signals system ensures that the maximum possible performance and capacity is achieved from existing network infrastructure. Likewise poorly performing intersections can unnecessarily constrain traffic flows, induce bottlenecks and can be unsafe. RAC WA commissioned Aurecon to undertake an analytical and qualitative assessment of traffic signals operation and planning within the context of the Perth metropolitan road network. Main Roads WA was a key partner in the project. The aim of the analytical assessment is to highlight elements where signals are working well and similarly where traffic signals processes could be improved for the benefit of all road users. This included an assessment of the operational performance of selected demonstration sites, which included consideration of efficiency, road safety and the broader user experience. 1.2 Approach The project was delivered in two phases. The first phase focused on the initial investigations of several sites, looking at the signal operation, surrounding land use, intersection geometry and facilities for other road users particularly relating to safety. The intent was to agree and confirm the sites most suitable for further investigation. Phase two primarily involved analysis of the performance of the intersections and corridors, using micro-simulation modelling with integrated Sydney Coordinated Adaptive Traffic System (SCATS) signal control. This predicted how the sites were performing and was used as a tool to test a range of improvement options. This document reports on the results of the alternate approach to refining signal phasing and timing and makes recommendations regarding signal operation and road geometry, giving due consideration to all road users and road safety outcomes. Project 232984 9 October 2013 Revision 2 Page 5 2. Perth Context 2.1 Governance The day to day operational maintenance of approximately 900 traffic signals is performed by Main Roads WA.
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